1

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

WASHINGTON, DC 

Regulatory Docket No. _______________ 

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: 

JONATHAN S. CHERNEY

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF TITLE 14 OF THE 

CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL

OPERATION OF THE DJI PHANTOM 3 PRO UNMANNED AIRCRAFT SYSTEM PURSUANT TO

SECTION 333 OF THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 

112-95) 

Submitted on November 15, 2015 

 

JONATHAN CHERNEY

P.O. BOX 97

TRABUCO CANYON, CA 92678

(949) 525-0500
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TABLE OF CONTENTS

 

 

GLOSSARY OF ABBREVIATIONS.......................................................................................3 

SUMMARY............................................................................................................................... 4 

INTRODUCTION AND INTERESTS OF PETITIONER........................................................4 

BACKGROUND.......................................................................................................................5 

BASIS FOR PETITION.............................................................................................................5 

NAME AND ADDRESS OF PETITIONER..................................................................6 

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH 

JONATHAN CHERNEY SEEKS EXEMPTION..........................................................7 

THE EXTENT OF RELIEF JONATHAN CHERNEY SEEKS AND 

THE REASON JONATHAN CHERNEY SEEKS THE RELIEF..........................9

 

THE REASONS WHY GRANTING JONATHAN CHERNEY’S REQUEST

WOULD BE IN THE PUBLIC INTEREST ...............................................................11

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT 

ADVERSELY AFFECT SAFETY...............................................................................13 

CONCLUSION.........................................................................................................................21

APPENDIX A...........................................................................................................................22

APPENDIX B...........................................................................................................................23
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GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level 

AOI Area of Interest 

ATC Air Traffic Control 

ATO Air Traffic Organization

AV Aerial Vehicle 

CFR Code of Federal Regulations 

COA Certificate of Authorization 

FAA Federal Aviation Administration 

FAR Federal Aviation Regulation 

GCS Ground Control Station 

GPS Global Positioning System 

LOL Loss of Link 

NAS National Airspace System 

NOTAM Notice to Airman 

PIC Pilot In Command 

Section 333 FAA Modernization and Reform Act of 2012 (FMRA) 

SO Safety Observer 

SOP Standard Operating Procedures 

UA Unmanned Aircraft 

UAS Unmanned Aircraft System 

VFR Visual Flight Rules 

VLOS Visual Line of Site 

VMC Visual Meteorological Conditions 

VTOL Vertical Takeoff and Landing 

DJI UAV manufacturer

ESC Electronic speed control

FPV First Person View 

LI-PO Lithium Polymer Battery

RCV Radio Controlled Vehicle 
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SUMMARY

JONATHAN CHERNEY, operating under the company title, Jonathan Cherney Consulting & 

Investigations, seeks exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 

91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), to operate an 

Unmanned Aircraft System pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 

(FMRA). This exemption will permit JONATHAN CHERNEY to operate an Unmanned Aircraft 

System (UAS) for the commercial purpose of conducting aerial video and photography for traffic 

collision investigation & reconstruction, real estate photography, commercials, special events, wedding 

cinematography, photogrammetry, marine photography, roofing inspections, building construction site 

inspections and landscape imaging over certain areas of the United States. 

INTRODUCTION AND INTERESTS OF THE PETITIONER

My name is JONATHAN CHERNEY, and I am a sole proprietor consultant who specializes in 

photography and traffic collision reconstruction and analysis. I’ve been a professional photographer 

for 33 years and have been conducting traffic collision investigations and reconstruction for the last 26 

years. I have over 10 years of experience flying remote control aircraft and helicopters (four channel) 

and currently own the DJI Phantom 3 Professional edition. The DJI Phantom 3 Pro is a quad-copter, 

which I would like to use for low altitude photography for various photo shoots as well as for traffic 

collision investigation and reconstruction analyses. I have owned the quad-copter for approximately 

six months, and as an advanced remote control helicopter operator, I find it to be very easy to control 

and fly these types of RCVs.
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BACKGROUND 

Unmanned Aircraft Systems: DJI Phantom 3 Pro UAS

JONATHAN CHERNEY seeks an exemption to operate the DJI system for compensation or hire 

within the NAS. The DJI Phantom 3 Pro is a vertical takeoff and landing (VTOL) Unmanned Aircraft 

(UA) with a Ground Control Station (GCS) utilizing electronic tablet or smart phone systems. The DJI 

Phantom 3 Pro has a maximum gross weight of approximately 2 pounds 14 ounces, while having a 

length of 16 inches width of 16 inches, height of 8 inches, and a maximum speed of approximately 29 

knots. The DJI Phantom 3 Pro UAS is equipped with four main rotors; driven by a Lithium Polymer

battery powered electric motor. 

The DJI Phantom 3 Pro UAS that will be operated by JONATHAN CHERNEY will be registered in 

accordance with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircraft 

Registration, and marked in accordance with 14 C.F.R. Part 45, Identification and Registration 

Markings. 

BASIS FOR PETITION 

Petitioner, JONATHAN CHERNEY, pursuant to the provisions of the Federal Aviation Regulations (14 

C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section 333, Special 

Rules for Certain Unmanned Aircraft Systems, hereby petitions the Administrator to commercially 

operate the DJI Phantom 3 UAS in the National Airspace System (NAS), and for an exemption from 

the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), and 91.417(a) & (b). 

In consideration of the speed, weight, size, and limited operating area associated with the unmanned 

aircraft and its operation, JONATHAN CHERNEY’s operation of DJI Phantom 3 Pro UAS meets the 

conditions of FMRA Section 333 and therefore, will not require an airworthiness certificate in 

accordance with 14 C.F.R. Part 21, Subpart H. 

Accordingly, JONATHAN CHERNEY requests relief from Sections 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance 

that only apply to aircraft with an airworthiness certificate. 

JONATHAN CHERNEY submits that the requested relief is proper since an equivalent level of safety 

will be ensured. JONATHAN CHERNEY will use experienced personnel or technicians to perform 

maintenance, alterations, or preventive maintenance on the UAS using the methods, techniques, and 

practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 3 

Pro Manual). Furthermore, JONATHAN CHERNEY will document and maintain all maintenance 

records for the DJI Phantom 3 Pro. 

Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot privileges and 

limitations: Pilot in command, is requested by JONATHAN CHERNEY to the extent necessary to 
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allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as well as an airman 

medical certificate, and who has demonstrated, by meeting minimum flight- hour and currency

requirements, that the PIC is able to safely operate the DJI Phantom 3 Pro UAS in a manner consistent 

with this exemption, including evasive and emergency maneuvers and maintaining appropriate 

distances from people, vessels, vehicles and structures. 

JONATHAN CHERNEY seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness, 

because the DJI Phantom 3 Pro UAS does not require an airworthiness certificate in accordance with 

14 C.F.R. Part 21, Subpart H. As such, JONATHAN CHERNEY submits that he will ensure that the 

DJI Phantom 3 Pro UAS is in an airworthy condition, prior to every flight, by determining 

that the UAS is in compliance with the operating documents (i.e., Monthly Maintenance Log, and DJI 

Phantom 3 Pro Instruction Manual), and that the aircraft is in a condition for safe flight. 

JONATHAN CHERNEY also seeks an exemption from the requirements of Section 91.121, entitled 

Altimeter Settings, as the DJI Phantom 3 Pro UAS will not have a typical barometric altimeter onboard. 

However, altitude information of the DJI Phantom 3 Pro UAS will be provided to the PIC via Global 

Positioning System (GPS) equipment and radio communications telemetry data link, which downlinks 

from the UAS to the GCS for active monitoring of the flight path. This altitude information, combined 

with JONATHAN CHERNEY’s operation of the DJI Phantom UAS within visual line of sight, at or 

below 500 feet AGL, will ensure a level of safety equivalent to Section 91.121. 

Additionally, JONATHAN CHERNEY seeks an exemption from the requirements of Section 

91.151(b), entitled Fuel requirements for flight in VFR conditions. JONATHAN CHERNEY submits 

that safety will not be affected by operation of the DJI Phantom 3 Pro UAS during daylight hours in 

visual meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to 

fly for a total duration of approximately 15.5 minutes to the first point of intended landing and, 

assuming normal cruising speed, to fly after that for at least 4.5 minutes. 

In accordance with 14 C.F.R. § 11.81, JONATHAN CHERNEY provides the following information in 

support of its petition for exemption: 

A. Name And Address Of The Petitioner.

The name and address of the Petitioner and point of contact is:

JONATHAN CHERNEY

P.O. BOX 97

TRABUCO CANYON, CA 92678

(949) 525-0500

 Email: Jonathan@JCherneyConsulting.com
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A. The Specific Sections Of 14 C.F.R. From Which JONATHAN CHERNEY Seeks Exemption.

1. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Section 

61.113(a) And (b).

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command, subsections 

(a) and (b) prescribe the following, in relevant part:

(a) No person who holds a private pilot certificate may act as a pilot in command (PIC) 

of an aircraft that is carrying passengers or property for compensation or hire; nor may

that person, for compensation or hire, act as PIC of an aircraft. 

(b) A private pilot may, for compensation or hire, act as PIC of an aircraft in connection 

with any business or employment if—(1)The flight is only incidental to that business or 

employment; and (2) The aircraft does not carry passengers or property for 

compensation or hire. 

2. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Section 91.7(a). 

Section 91.7, entitled Civil aircraft airworthiness, subsection (a), states the following: (a) No 

person may operate a civil aircraft unless it is in an airworthy condition.

3. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Section 91.121. 

Section 91.121, entitled Altimeter settings, subsection (a), states the following, in 

part: 

(a) Each person operating an aircraft shall maintain the cruising altitude or flight level of 

that aircraft, as the case may be, by reference to an altimeter that is set, when operating--

Below 18,000 feet MSL, to--

(i) The current reported altimeter setting of a station along the route and within 

100 nautical miles of the aircraft; 

(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this 

section, the current reported altimeter setting of an appropriate available station; 

or 

(iii) In the case of an aircraft not equipped with a radio, the elevation of the 

departure airport or an appropriate altimeter setting available before departure.

4. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Section 

91.151(b). 

Section 91.151, entitled Fuel requirements for flight in VFR conditions, subsection (b), states 

the following: 

(b) No person may begin a flight in a rotorcraft under VFR conditions unless 

(considering wind and forecast weather conditions) there is enough fuel to fly to the first 

point of intended landing and, assuming normal cruising speed, to fly after that for at 

least 20 minutes. 
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5. JONATHAN CHERNEY Seeks Exemption From The Requirement Of Section 

91.405(a).

Section 91.405, entitled Maintenance required, subsection (a), states the following: Each owner 

or operator of an aircraft— 

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall 

between required inspections, except as provided in paragraph (c) of this section, have 

discrepancies repaired as prescribed in part 43 of this chapter[.] 

6. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Section 

91.407(a)(1)

Section 91.407, entitled Operation after maintenance, preventive maintenance, rebuilding, or 

alteration, subsection (a)(1), states the following: 

(a) No person may operate any aircraft that has undergone maintenance, preventive 

maintenance, rebuilding, or alteration unless-- (1) It has been approved for return to 

service by a person authorized under § 43.7 of this chapter[.] 

7. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Sections 

91.409(a)(1) And 91.409(a)(2). 

Section 91.409, entitled Inspections, subsection (a), states the following: 

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft 

unless, within the preceding 12 calendar months, it has had -- 

(1) An annual inspection in accordance with part 43 of this chapter and has been 

approved for return to service by a person authorized by § 43.7 of this chapter; or 

(2) An inspection for the issuance of an airworthiness certificate in accordance 

with part 21 of this chapter. 

8. JONATHAN CHERNEY Seeks Exemption From The Requirements Of Sections 

91.417(a) And 91.417(b). 

Section 91.417, entitled Maintenance records, subsections (a) and (b), state the following: 

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered 

owner or operator shall keep the following records for the periods specified in paragraph 

(b) of this section: 

1. Records of the maintenance, preventive maintenance, and alteration and 

records of the 100-hour, annual, progressive, and other required or approved 

inspections, as appropriate, for each aircraft (including the airframe) and each 

engine, propeller, rotor, and appliance of an aircraft. The records must include--

(i) A description (or reference to data acceptable to the Administrator) of 

the work performed; and 

(ii) The date of completion of the work performed; and 

(iii) The signature, and certificate number of the person approving the 

aircraft for return to service.

2. Records containing the following information:
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(i) The total time in service of the airframe, each engine, each propeller, 

and each rotor. 

(ii) The current status of life-limited parts of each airframe, engine, 

propeller, rotor, and appliance. 

(iii) The time since last overhaul of all items installed on the aircraft 

which are required to be overhauled on a specified time basis. 

(iv) The current inspection status of the aircraft, including the time since 

the last inspection required by the inspection program under which the 

aircraft and its appliances are maintained. 

(v) The current status of applicable airworthiness directives (AD) and 

safety directives including, for each, the method of compliance, the AD or 

safety directive number and revision date. If the AD or safety directive 

involves recurring action, the time and date when the next action is 

required. 

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each 

major alteration to the airframe and currently installed engines, rotors, 

propellers, and appliances. 

3. The owner or operator shall retain the following records for the periods 

prescribed: 

(i) The records specified in paragraph (a)(1) of this section shall be 

retained until the work is repeated or superseded by other work or for 1 

year after the work is performed. 

(ii) The records specified in paragraph (a)(2) of this section shall be 

retained and transferred with the aircraft at the time the aircraft is sold. 

(iii) A list of defects furnished to a registered owner or operator under § 

43.11 of this chapter shall be retained until the defects are repaired and 

the aircraft is approved for return to service. 

B. The Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks The Relief. 

1. Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks Relief From Section 61.113(a) And (b).

 

Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in 

command, is requested to the extent necessary to allow a PIC holding a private pilot or higher 

level certificate, as well as a current and valid airman medical certificate, and who has met 

certain flight-hour and currency requirements, to conduct the proposed UAS flight operations 

for compensation or hire. 

This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a 

private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any 

business or employment if: (1) The flight is only incidental to that business or employment; and 

(2) The aircraft does not carry passengers or property for compensation or hire. 

As set forth more fully below, JONATHAN CHERNEY submits that an equivalent level of 

safety will be maintained because no PIC will be allowed to operate the DJI Phantom 3 Pro

UAS unless that PIC has met certain flight-hour and currency requirements, demonstrating that 
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the PIC is able to safely operate the DJI Phantom 3 Pro UAS in a manner consistent with the 

operations specifications as described in this exemption, including evasive and emergency 

maneuvers, as well as maintaining appropriate distances from people, vessels, vehicles and 

structures. 

Furthermore, JONATHAN CHERNEY submits that all flights of the DJI Phantom 3 Pro UAS, 

conducted by the PIC pursuant to the grant of this Petition: (1) will be incidental to

JONATHAN CHERNEY's business; and (2) will not carry passengers or property for 

compensation or hire. 

2. Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks Relief From Section 91.7(a).

Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent 

required to allow JONATHAN CHERNEY to determine that the DJI Phantom 3 Pro UAS is in 

airworthy condition prior to every flight by ensuring that the UAS is in compliance with the 

operating documents (i.e., JONATHAN CHERNEY’s Aerial Operations Manual, Monthly 

Maintenance Log, and DJI Phantom 3 Pro Instruction Manual, Pre-Flight Checklist). 

JONATHAN CHERNEY seeks the requested relief because the DJI Phantom 3 Pro UAS does

not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. 

Therefore, JONATHAN CHERNEY will ensure that the DJI Phantom 3 Pro UAS is in 

airworthy condition based upon its compliance with the operating documents (i.e., Monthly 

Maintenance Log, and DJI Phantom 3 Pro Instruction Manual) prior to every flight, and further, 

determine that the aircraft is in condition for safe flight, as stated in the conditions and 

limitations below.

3. Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks Relief From Section 91.121. 

Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight 

operations of the DJI Phantom 3 Pro UAS, which utilizes a barometric pressure sensor, GPS 

equipment, and a radio communications telemetry data link to downlink altitude information 

from the UA to the PIC at the ground control station (GCS). Since the FAA requires that any 

altitude information concerning UAS operations be reported to air traffic control (ATC) in feet 

above ground level (AGL), JONATHAN CHERNEY seeks the requested relief because the DJI 

Phantom 3 Pro UAS’s altimeter may be set on the ground to zero feet AGL, rather than the local 

barometric pressure or field altitude, before each flight. 

Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is 

sought to the extent necessary to comply with the applicable conditions and limitations stated 

below. As more fully set forth herein, an equivalent level of safety will be maintained since the 

DJI Phantom 3 Pro UAS is equipped with a barometric pressure sensor and GPS equipment, 

which automatically ensures that a ground level pressure setting will be established prior to 

each flight, and provides the PIC with altitude information of the UA on the heads-up display of 

the GCS. 

4. Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks Relief From Section 91.151(b). 
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Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is 

requested to the extent required to allow flights of the battery powered DJI Phantom 3 Pro UAS

during daylight hours in visual meteorological conditions (VMC), under visual flight rules 

(VFR), for a total duration of 15.5 minutes to the first point of intended landing and, assuming 

normal cruising speed, to fly after that for at least 4.5 minutes. JONATHAN CHERNEY seeks 

the requested relief because without an exemption from Section 91.151(b), the flight time 

duration of the battery powered DJI Phantom 3 Pro UAS will severely constrain the practicality 

of any aerial video or still photo flight operations that JONATHAN CHERNEY proposes to 

conduct pursuant to this Petition.

Significantly, as set forth below, the technical specifications of the DJI Phantom 3 Pro UAS, the 

DJI Phantom 3 Pro UAS’s operating documents, and proposed operating limitations, ensure that 

JONATHAN CHERNEY will safely operate the battery powered DJI Phantom 3 Pro UAS 

during daylight hours in visual meteorological conditions (VMC), under visual flight rules 

(VFR), with enough battery power to fly for a total duration of 15.5 minutes to the first point of 

intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. 

5. Extent Of Relief JONATHAN CHERNEY Seeks And The Reason JONATHAN

CHERNEY Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 

91.417(a) & (b).

Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only apply 

to aircraft with an airworthiness certificate, JONATHAN CHERNEY requests relief from these 

Sections because the DJI Phantom 3 Pro UAS does not require airworthiness certificates. As set 

forth more fully below, the DJI Phantom 3 Pro UAS meets the conditions of FMRA Section 333 

for operation without an airworthiness certificate. Accordingly, JONATHAN CHERNEY will 

use trained technicians to perform maintenance, alterations, or preventive maintenance on the 

UAS using the methods, techniques, and practices prescribed in the UAS operating documents 

(i.e., JONATHAN CHERNEY Aerial Operations Manual, Monthly Maintenance Log, DJI

Phantom 3 Pro Instruction Manual, Pre-Flight Checklist). Furthermore, JONATHAN

CHERNEY will document and maintain all maintenance records for the DJI Phantom 3 Pro

UAS. 

C. The Reasons Why Granting JONATHAN CHERNEY’s Request Would Be In The Public 

Interest; That Is, How It Would Benefit The Public As A Whole.

Granting the present Petition will further the public interest by allowing JONATHAN

CHERNEY to safely, efficiently, and economically perform aerial video and photography of 

traffic collision investigation & reconstruction, real estate photography, commercials, special 

events, wedding cinematography, photogrammetry, marine photography, roofing inspections, 

building construction site inspections and landscape imaging over certain areas of the United 

States.

Additionally, use of the DJI Phantom 3 Pro UAS will decrease congestion of the NAS, reduce 

pollution, crashes and accidents caused by pilot error and provide significant benefits to the 

economy. Notably, the benefits of JONATHAN CHERNEY’s proposed operation of the DJI 

Phantom 3 Pro UAS will be realized without implicating any privacy issues.
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1. The Public Will Benefit From Decreased Congestion Of The NAS.

The DJI Phantom 3 Pro UAS is battery powered and serves as a safe, efficient, and 

economical alternative to the manned aircraft traditionally utilized to obtain aerial 

imagery. By reducing the amount of manned aircraft needed to perform aerial 

acquisitions, an exemption allowing the use of a DJI Phantom 3 Pro UAS would reduce 

the amount of manned aircraft in the NAS, reduce noise and air pollution, as well as 

increase the safety of life and property in the air and on the ground. 

Furthermore, by reducing the number of manned aircraft operating in the NAS, 

congestion around airports caused by arriving and departing aircraft will be reduced. The 

DJI Phantom 3 Pro does not require an airport to takeoff or land. Likewise, a reduction 

of manned aircraft conducting aerial video and photography missions would result in 

fewer aircraft that must be handled by air traffic control during the ground, takeoff, 

departure, arrival, and landing phases of flight operations. 

2. The Public Will Benefit From The Safety And Efficiency Of The DJI Phantom 3 

Pro UAS. 

Conducting aerial acquisitions with the DJI Phantom 3 Pro UAS, instead of manned 

aircraft, will greatly benefit the public by drastically reducing the levels of air and noise 

pollution generated during traditional aerial video and still photography flight 

operations. By using battery power and electric motors, the DJI Phantom 3 Pro UAS 

produces no air pollution, and is the most viable environmentally conscious alternative 

to the cabin class, six cylinder internal combustion engine aircraft that are typically 

utilized for aerial video and photography, while burning approximately 20-30 gallons 

per hour of leaded aviation fuel. The DJI Phantom 3 Pro UAS, while reducing the 

carbon footprint of aerial acquisitions, also eliminates noise pollution, as the UAS is 

propelled by battery powered electric motors, rather than an internal combustion engine. 

By using the DJI Phantom 3 Pro UAS to perform aerial acquisitions, the substantial risk 

to life and property in the air and on the ground, which is usually associated with 

traditional manned aircraft flight operations, will be substantially reduced or completely 

eliminated. Aside from the lack of flight crew members located onboard the aircraft, the 

DJI Phantom 3 Pro (weighing approximately 2 pounds 14 ounces at its maximum gross 

weight, with a length of 16 inches, and a width of 16 inches, and with no fuel on board), 

has less physical potential for collateral damage to life and property on the ground, and 

in the air, compared to the manned aircraft that typically conduct similar operations 

(weighing approximately 6,000 pounds with a wingspan of approximately 42 feet, a 

length of 34 feet, and a fuel capacity of 180 gallons).

3. Performing Aerial Video and Photography Operations With The DJI Phantom 3

Pro UAS Will Benefit The Economy. 

In addition to being safe and efficient, the DJI Phantom 3 Pro UAS is also an 

economical alternative to using manned aircraft to conduct similar aerial operations. As 

such, operation of the DJI Phantom 3 Pro UAS will allow United States based 

companies, like Jonathan Cherney Consulting & Investigations, to remain competitive 

and contribute to growth of the U.S. economy. Specifically, with the rising cost of 
13

aviation fuel and the Environmental Protection Agency (“EPA”) regulatory actions 

phasing out leaded aviation fuels, U.S. owned and operated companies must adopt new 

and alternative technology in order to remain competitive. Operating the battery 

powered DJI Phantom 3 Pro UAS is one such technology that not only allows 

companies greater operational flexibility compared to manned aircraft, but provides such 

flexibility without the high operational cost of a traditional manned aircraft.

By operating the DJI Phantom 3 Pro UAS, companies such as Jonathan Cherney

Consulting & Investigations, can remain competitive and profitable, and therefore, 

provide greater job stability to employees and contractors, which will ultimately

contribute to growth of the U.S. economy. Improved financial performance of U.S. 

companies, through commercial use of the DJI Phantom 3 Pro UAS, provides a stable 

workforce that increases consumer spending; improves local, state, and federal tax 

revenues; and allows companies to invest in research and development in order to 

remain competitive both in the United States and abroad. 

4. There Are No Privacy Issues.

Similar to the manned aerial acquisition flight operations that have been conducted for 

decades, JONATHAN CHERNEY’s proposed operation of the DJI Phantom 3 Pro UAS

will not implicate any privacy issues. Specifically, the DJI Phantom 3 Pro UAS will be 

operated only in compliance with operating documents (i.e., JONATHAN CHERNEY

Aerial Operations Manual, Monthly Maintenance Log, DJI Phantom 3 Pro and 

Instruction Manual, Pre-Flight Checklist) which requires property owner involvement as 

well as local law enforcement notification, and in accordance with the Federal Aviation 

Regulations, including the minimum altitude requirements of 14 C.F.R. § 91.119. 

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How The 

Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule 

From Which JONATHAN CHERNEY Seeks Exemption. 

1. Reasons Why The DJI Phantom 3 Pro UAS Meets The Conditions Of The FAA 

Modernization and Reform Act of 2012 (FMRA) Section 333.

In consideration of the size, weight, speed, and limited operating area associated with the 

unmanned aircraft and its operation, JONATHAN CHERNEY’s operation of the DJI Phantom 3 

Pro UAS meets the conditions of FMRA Section 333, and will not require an airworthiness 

certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides authority for 

a UAS to operate without airworthiness certification and sets forth requirements for considering 

whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat 

to national security. Specifically, FMRA Section 333 states the following, in part: 

(a) In General.--Notwithstanding any other requirement of this subtitle, and not later 

than 180 days after the date of enactment of this Act, the Secretary of Transportation shall 

determine if certain unmanned aircraft systems may operate safely in the national airspace 

system before completion of the plan and rulemaking required by section 332 of this Act or the 

guidance required by section 334 of this Act.

(b) Assessment of Unmanned Aircraft Systems.--In making the determination under 
14

subsection (a), the Secretary shall determine, at a minimum—

(1) Which types of unmanned aircraft systems, if any, as a result of their size, weight, 

speed, operational capability, proximity to airports and populated areas, and operation within 

visual line of sight do not create a hazard to users of the national airspace system or the public 

or pose a threat to national security; and whether a certificate of waiver, certificate of 

authorization, or airworthiness certification under section 44704 of title 49, United States Code, 

is required for the operation of unmanned aircraft systems identified under paragraph (1).

(c) Requirements for Safe Operation.--If the Secretary determines under this section that 

certain unmanned aircraft systems may operate safely in the national airspace system, the 

Secretary shall establish requirements for the safe operation of such aircraft systems in the 

national airspace system. 

In seeking this exemption, JONATHAN CHERNEY submits that the DJI Phantom 3 Pro

UAS can operate safely in the NAS pursuant to FMRA Section 333, as demonstrated by: (a) the 

characteristics of the DJI Phantom 3 Pro UAS; (b) the pilot certification requirement; and (c) 

the specific operating limitations. 

a. The Specifications Of The DJI Phantom 3 Pro UAS Demonstrates Its 

Safe Characteristics. 

The DJI Phantom 3 Pro UAS does not create a hazard to users of the NAS or the public, or 

otherwise pose a threat to national security considering its size, weight, speed, and operational 

capability.

i. Technical Specifications Of The DJI Phantom 3 Pro UAS. 

The technical specifications of the DJI Phantom 3 Pro UAS is set forth by the DJI 

Phantom 3 Pro Specifications and Data Sheet, attached hereto as Appendix A.

ii. The DJI Phantom 3 Pro UAS’ Autonomous Flight And Navigation Modes 

Enable The UAS To Remain Within A Defined Operational Area. 

The DJI Phantom 3 Pro UAS may be operated in both manual and fully autonomous 

flight modes. A complete description of the flight and navigational modes of the DJI 

Phantom 3 Pro UAS is provided starting on page 40 of the DJI Phantom 3 Pro User 

Manual. Please refer to Appendix B for a link to the User Manual.

iii. The DJI Phantom 3 Pro UAS is Designed For Automatic Return To Home Point 

Or Hover In The Event Of Loss Of The Control Link Or Navigation. 

 

When the Control Link is lost, the DJI Phantom 3 Pro UAS will remain stationary, in 

flight, for 3 seconds or more. If, after 3 seconds, the DJI Phantom 3 Pro UAS does not 

reacquire control link data from the GCS, the UAS will assume that the Control Link is 

lost and the UAS will return to the home position (i.e., failsafe mode) via GPS, and will 

descend to the takeoff position and shutdown. A complete description of the Failsafe 

Functions of the DJI Phantom 3 Pro UAS is described on page 14 of the DJI Phantom 3 

Pro User Manual. Please refer to Appendix B for a link to the User Manual.

iv. The DJI Phantom 3 Pro GCS And Its Operation.
15

A complete description of the operation and specifications of the DJI Phantom 3 Pro

GCS and flight control software is provided at pages 35 through 38 of the DJI Phantom 

3 Pro User Manual. Please refer to Appendix B for a link to the User Manual.

b. Flight Operations Of DJI Phantom 3 Pro UAS is Limited To The Line Of Sight 

Of A Certificated Pilot in Command With A Safety Observer. 

JONATHAN CHERNEY will only utilize certificated pilots who possess a current and 

valid airman medical certificate to act as a pilot in command (PIC) of the DJI Phantom 

3 Pro UAS. Additionally, a safety observer will assist all pilots during flight time. 

c. Flights Of DJI Phantom 3 Pro UAS Will Be Conducted Pursuant To Specific 

Operating Limitations. 

In seeking this exemption, JONATHAN CHERNEY proposes to commercially operate

the DJI Phantom 3 Pro UAS for the special purpose of conducting aerial video and 

photography over certain areas of United States, pursuant to the following specific 

operating limitations: 

1. Operations authorized by this grant of exemption will be limited to the following 

aircraft described in the operating documents, rotorcraft UASs weighing less than 55 

pounds maximum gross weight: DJI Phantom 3 Pro Unmanned Aircraft System. 

Proposed operations of any other aircraft will require a new petition or a petition to 

amend this grant. 

2. UAS operations under this exemption will be limited to conducting operations for the 

purpose of aerial video and photography. 

3. The UAS may not be flown at an indicated airspeed exceeding 20 knots.

4. The UAS must be operated at an altitude of no more than 500 feet above ground level 

(AGL), as indicated by the procedures specified in the operating documents unless a 

special request is made and approved by ATC. All altitudes reported to ATC must be in 

feet AGL. 

5. The UAS must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate. 

6. The use of first person view (FPV) by the PIC or safety observer (SO) is not 

permitted. 

7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the 

VLOS requirement as long as the PIC always maintains VLOS capability. The SO and 

PIC must be able to communicate verbally at all times. Electronic messaging or texting 

is not permitted during flight operations. The PIC must be designated before the flight 

and cannot transfer his or her designation for the duration of the flight. The PIC must 

ensure that the SO can perform the functions prescribed in the operating documents. 
16

8. The SO must not perform any other duties beyond assisting the PIC with seeing and 

avoiding other air traffic and other ground based obstacles/obstructions and is not

permitted to operate the camera or other instruments. 

9. The operating documents and the grant of exemption must be accessible during UAS 

operations and made available to the Administrator upon request. If a discrepancy exists 

between the conditions and limitations contained in the grant of exemption and the 

procedures outlined in the operating documents, the conditions and limitations contained 

in the grant of exemption take precedence and must be followed. Otherwise, the operator 

must follow the procedures as outlined in its operating documents. The operator may 

update or revise its operating documents. It is the operator’s responsibility to track such 

revisions and present updated and revised documents to the Administrator upon request. 

The operator must also present updated and revised documents if it petitions for 

extension or amendment to the grant of exemption. If the operator determines that any 

update or revision would affect the basis upon which the FAA granted the exemption, 

then the operator must petition for amendment to its grant of exemption. The FAA’s 

UAS Integration Office (AFS-80) may be contacted if questions arise regarding updates 

or revisions to the operating documents. 

10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a condition 

for safe flight. If the inspection reveals a condition that affects the safe operation of the 

UAS, the aircraft is prohibited from operating until the necessary maintenance has been 

performed and the UAS is found to be in a condition for safe flight. The Ground Control 

Station must be included in the preflight inspection. All maintenance and alterations 

must be properly documented in the aircraft records. 

11. Any UAS that has undergone maintenance or alterations that affect the UAS 

operation or flight characteristics, e.g. replacement of a flight critical component, must 

undergo a functional test flight. The PIC who conducts the functional test flight must 

make an entry in the aircraft records. 

12. The pre-flight inspection must account for all potential discrepancies, e.g. inoperable 

components, items, or equipment, not already covered in the relevant sections of the 

operating documents.

13. The operator must follow the UAS manufacturer’s aircraft/component, maintenance, 

overhaul, replacement, inspection, and life limit requirements.

 

14. The operator must carry out its maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance, inspection, 

alterations, and status of replacement/overhaul component parts must be noted in the 

aircraft records, including total time in service, description of work accomplished, and 

the signature of the authorized person returning the UAS to service.

15. Each UAS operated under this exemption must comply with all manufacturer Safety 

Bulletins. 

16. The authorized person must make an entry in the aircraft record of the corrective 

action taken against discrepancies discovered between inspections.
17

17. The PIC must possess at least a private pilot certificate and at least a current thirdclass medical certificate. 

18. The operator may not permit any PIC to operate unless the PIC meets the operator’s

qualification criteria and demonstrates the ability to safely operate the UAS in a manner 

consistent with how the UAS will be operated under the exemption, including evasive 

and emergency maneuvers and maintaining appropriate distances from persons, vessels, 

vehicles and structures. PIC qualification flight hours must be logged in a manner 

consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s

PICs are permitted under the terms of the exemption. However, training operations may

only be conducted during dedicated training sessions. During training, proficiency, and 

experience-building flights, all persons not essential for flight operations are considered 

nonparticipants, and the PIC must operate the UA with appropriate distance from 

nonparticipants in accordance with 14 C.F.R. § 91.119.

 

19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. 

All operations must be conducted under visual meteorological conditions (VMC). If 

flight at night is required, a special request will be made at the FAA office closest to 

proposed area of operations. Flights under special visual flight rules (SVFR) are not 

authorized. 

20. The UAS may not operate within 5 nautical miles of an airport reference point as 

denoted on a current FAA-published aeronautical chart unless a letter of agreement with 

that airport’s management is obtained, and the operation is conducted in accordance with 

a NOTAM as required by the operator’s COA. The letter of agreement with the airport 

management must be made available to the Administrator upon request. 

21. The UAS may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

22. If the UAS loses communications or loses its GPS signal, it must return to a predetermined location within the planned operating area and land or be recovered in 

accordance with the operating documents.

23. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in 

accordance with the operating documents. 

24. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough power to fly at normal cruising speed to the 

intended landing point and land the UA with 25% battery power remaining. 

25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of 

Waiver or Authorization (COA) prior to conducting any operations under the grant of 

exemption. This COA will also require the operator to request a Notice to Airman 

(NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the 

operation. All operations shall be conducted in accordance with airspace requirements in 

the ATO issued COA including class of airspace, altitude level and potential transponder 

requirements. 
18

26. All aircraft operated in accordance with the exemption must be identified by serial 

number, registered in accordance with 14 C.F.R. part 47, and have identification (NNumber) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be 

as large as practicable. 

27. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UA must comply with the Federal Communications Commission (FCC) or 

other appropriate government oversight agency requirements. 

28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be available to 

the PIC at the Ground Control Station of the UAS any time the UAS is operating. These 

documents must be made available to the Administrator or any law enforcement official 

upon request. 

29. The UA must remain clear and yield the right of way to all manned aviation 

operations and activities at all times. 

30. The UAS may not be operated by the PIC from any moving device or vehicle. 

31. Flight operations must be conducted at least 500 feet from all nonparticipating 

persons (persons other than the PIC, SO, operator trainees or essential persons), vessels, 

vehicles, and structures unless: 

a. Barriers or structures are present that sufficiently protect nonparticipating 

persons from the UA and/or debris in the event of an accident. The operator must 

ensure that nonparticipating persons remain under such protection. If a situation 

arises where nonparticipating persons leave such protection and are within 500 

feet of the UA, flight operations must cease immediately and/or; 

b. The aircraft is operated near vessels, vehicles or structures where the 

owner/controller of such vessels, vehicles or structures has granted permission 

and the PIC has made a safety assessment of the risk of operating closer to those 

objects and determined that it does not present an undue hazard, and; 

c. Operations nearer to the PIC, SO, operator trainees or essential persons do not 

present an undue hazard to those persons per § 91.119(a). 

32. All operations shall be conducted over private or controlled-access property with 

permission from the land owner/controller or authorized representative. Permission from 

land owner/controller or authorized representative will be obtained for each flight to be 

conducted. 

33. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported to 

the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions contained 

on the NTSB Web site: www.ntsb.gov. 
19

2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And (b) 

Would Not Adversely Affect Safety.

 

JONATHAN CHERNEY submits that the equivalent level of safety established by Section 

61.113(a) and (b) will be maintained because no PIC will be allowed to operate the DJI 

Phantom 3 Pro UAS unless that PIC has demonstrated, by meeting minimum flight-hour and 

currency requirements, that the PIC is able to safely operate the DJI Phantom 3 Pro UAS in a 

manner consistent with the exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from people, vessels, vehicles and structures.

Considering JONATHAN CHERNEY’s proposed area of operations, and the operating 

limitations set forth-above; the parallel nature of private pilot aeronautical knowledge 

requirements to those of commercial pilot requirements (See Exemption No. 11062); and the 

airmanship skills necessary to safely operate the DJI Phantom 3 Pro UAS, JONATHAN

CHERNEY submits that the additional manned airmanship experience of a commercially 

certificated pilot would not correlate to the airmanship skills necessary for JONATHAN

CHERNEY’s specific proposed flight operations. 

The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in 

circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 

11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 

11153, 11156, 11158, 11159, 11160, 11161). JONATHAN CHERNEY will not allow any PIC to 

operate the DJI Phantom 3 Pro UAS unless that PIC has demonstrated, by meeting minimum 

flight-hour requirements and the DJI Phantom 3 Pro UAS training and currency requirements, 

that the PIC is able to safely operate the DJI Phantom 3 Pro UAS in a manner consistent with 

this exemption, including evasive and emergency maneuvers and maintaining appropriate 

distances from people, vessels, vehicles and structures. Specifically, the PIC must have 

accumulated and logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total 

time as a UAS rotorcraft pilot (with a minimum of 5 hours of those hours as a UAS pilot 

operating the same make and model of UAS to be used for operations under the exemption). In

addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the 

preceding 90 days (for currency purposes). 

As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that was 

obtained in compliance with applicable regulations will ensure an equivalent level of safety 

during JONATHAN CHERNEY’s proposed operations. The Administrator has held that prior 

documented flight experience that was obtained in compliance with applicable regulations 

would ensure safe operations, stating as follows: 

In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose 

of motion picture filming (or similar operations), the PIC must have accumulated and logged, in 

a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot 

including at least 10 hours logged as a UAS pilot with a multi-rotor UAS. Prior to operations 

under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 

hours as a UAS pilot operating the same make and model of UAS to be used for operations 

under the exemption. For clarification, the FAA considers these minimum hour requirements to 

be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 

hours of multi-rotor time and the 10 hours may be included in the total 25 hours of UAS 
20

rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and 

landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, 

the flight hour requirements in Exemption No. 11062 are appropriate to practice and build 

proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The 

FAA also finds that prior documented flight experience that was obtained in compliance with 

applicable regulations would satisfy this requirement. Training, proficiency, and experiencebuilding flights can also be conducted under the grant of exemption to accomplish the required 

flight time. During training, proficiency, and experience-building flights the PIC is required to 

operate the UA with appropriate distances in accordance with 14 C.F.R 91.119. Exemption No. 

11138 at page 15. 

Accordingly, JONATHAN CHERNEY will ensure safe operations by not allowing any PIC to 

operate the DJI Phantom 3 Pro UAS unless that PIC has demonstrated, by meeting minimum 

flight-hour and currency requirements, that the PIC is able to safely operate the DJI Phantom 3 

Pro UAS in a manner consistent with the exemption, including evasive and emergency 

maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. 

 
21

CONCLUSION

JONATHAN CHERNEY seeks an exemption pursuant to 14 C.F.R. § 11.61 and Section 333 of 

the FAA Modernization and Reform Act of 2012 (FMRA), which will permit safe operation of 

the DJI Phantom 3 Pro UAS commercially, without an airworthiness certificate, for the limited 

purpose of conducting aerial video and photography over certain areas of the United States. By

granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of the 

FAA Modernization and Reform Act of 2012, while also advancing the interests of the public, 

by allowing JONATHAN CHERNEY to safely, efficiently, and economically operate the DJI 

Phantom 3 Pro UAS commercially within the NAS. Therefore, in accordance with the Federal 

Aviation Regulations and the FAA Modernization and Reform Act of 2012, Section 333, 

JONATHAN CHERNEY respectfully requests that the Administrator grant this Petition for an 

exemption from the requirements of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 

91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit 

Jonathan Cherney Consulting & Investigations to operate the DJI Phantom 3 Pro UAS

commercially for the purpose of conducting aerial video and photography over certain areas of 

the United States. 

Dated: November 15, 2015 

 Submitted by 

 JONATHAN CHERNEY

 
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APPENDIX - A

DJI PHANTOM 3 PRO TECHNICAL SPECIFICATIONS 

JONATHAN CHERNEY only utilizes safe and reliable UASs. DJI is an industry leader in small UAS 

production. DJI UASs are loaded with ground breaking software enabling the user to set parameters 

which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no 

higher than a predetermined and set altitude as well as limit flight to a predetermined and set distance. 

In addition, DJI software provides real-time altitude and location information to the PIC via the linked 

monitor (smart phone/tablet devices) 

Aircraft

Weight (Battery & Propellers) 1280 g

Max. Ascent Speed 5 m/s

Max. Descent Speed 3 m/s

Max. Speed 16 m/s (ATTI mode, no wind)

Max Service Ceiling Above

Sea Level 6000 m (Software altitude limit: 120 m above takeoff 

point)

Max. Flight Time Approximately 23 minutes

Operating Temperature 0° C to 40° C

GPS Mode GPS/GLONASS

Gimbal

Controllable Range Pitch: -90° to + 30°

Vision Positioning

Velocity Range < 8 m/s (2 m above ground)

Altitude Range 30 cm-300 cm

Operating Range 30 cm-300 cm

Operating Environment Brightly lit (lux > 15) patterned surfaces

Camera

Sensor Sony EXMOR 1/2.3” Effective pixels: 12.4 M (total 

pixels: 12.76 M)

Lens FOV 94° 20mm(35mm format equivalent) f/2.8

ISO Range 100-3200(video) 100-1600(photo)

Electronic Shutter Speed 8s – 1/8000s

Image Max. Size 4000 x 3000, 

Still Photography Modes Single shot, Burst shooting 3/5/7 frames Auto Exposure 

Bracketing (AEB): 3/5, Bracketed frames at 0.7EV Bias, 

time-lapse

Supported SD Card Types Micro SD (Max capacity: 64GB, Class 10 or UHS-1 rating 

required

Video Recording Modes UHD: 4096x2160p 24/25, 3840x2160p 24/25/30

FHD: 1920x1080p 24/25/40/48/50/60

HD: 1280x720p 24/25/30/48/50/60

Max. Bitrate of Video Storage 60 Mbps
23

Supported File Formats Fat32/exFAT, Photo: JPEG, DNG, Video: MP4/MOV

(MPEG-4 AVC/H.264)

Operating Temperature 0° C to 40° C

Remote Controller

Operating Frequency 2.400 GHz-2.483 GHz

Transmitting Distance Up to 5.0 km or 3.1 miles (unobstructed, free of 

interferences and FCC compliant) when it is FCC 

compliant

Up to 3.5 km or 2.1 miles (unobstructed, free of 

interferences) when it is CE compliant

Video Output Port USB

Operating Temperature Range 0° C to 40° C

Battery 6000 mAh LiPo 2S

Mobile Device Holder Tablets and smartphones

Transmitter Power (EIRP) FCC: 20 dbm; CE: 16 dbm

Working Voltage 1.2 A @7.4 V

Charger

Voltage 17.4 V

Rated Power 100 W

Intelligent Flight Battery (PH3-4480 mAh-15.2 V)

Capacity 4480 mAh

Voltage 15.2 V

Battery Type LiPo 4S

Energy 68Wh

Net Weight 365 g

Operating Temperature -10° C to 40° C

Max. Charging Power 100 W

APPENDIX - B

DJI PHANTOM 3 PRO USER MANUAL

Refer to the following link to view the User Manual for the DJI 

Phantom 3 Pro: http://www.dji.com/product/phantom-3/download